Railway signaling



Feb. 21, 1939.

E, M. ALLEN ET AL RAILWAY SIGNALING Filed Jan. 21', `.1958 2 Sheets-Sheet l SIP/101.9

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Feb. 2l, l939. E M. ALLEN ET AL 21,148,005

RAILWAY SIGNALING Filed Jan. 2l, 1938 2 Sheets-Sheet 2 TH. N

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wm @www Patented Fe'b. Z1, 1939 i UNITED STATES PATENT OFFICE 2,148,005 RAILWAY SIGNALING Earl M. Allen, Swissvale, and Henry S. Young, Wilkinsburg, Pa., assgnors toy The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application January Z1, 1938, Serial No. 186,096 9 Claims. (Cl. 246-114) our invention relates to railway signaling, and Way tracks X and Z are Shown. each of which is particularly to signaling for the control of traino divided into sections by insulated joints 5. Track movements along intersecting tracks, X is divided into sections AIT, IT and AZT, and

One feature of our invention is the provision track Z is divided into sections AT, 3T and A3`T.

of means for manually controlling the return of A track battery 6 is connected across the rails 5 a signal for a given track from the proceed indiadjacent one end of each section, and a, track cation to the stop indication after the signal has relay. designated by the reference Character R been controlled by an approaching train to diswith a prex comprising the reference character play the proceed indication, and for thon confor the associated track section, is connected 10 trolling a second signal for the intersecting across the rails adjacent the opposite end of each 10 track to display a caution indication or a speeiai Section. The track Sections having reference indication when a train approaches the second characters which include the letter A will be signal. referred to as approach sections, and sections IT We shall describe one form of apparatus omand 3T at the intersection of the two tracks will bodying our invention, and shall then point out be referred t0 es detecter Sections 15 the novel features thereof in claims, Signals designated by the reference characters In the accompanying drawings, Fig 1 is a dia- I and 2 are located adjacent the ends of track grammatic view showing two intersecting tracks section IT for governing trac movements in and a signal for each direction of tranic moveopposite directions on track X across the inter- Zo ments for each of the tracks for governing section of the two tracks. Signals designated by trame movements over the intersection of the the reference Characters 3 and 4 are placed adtwo tracks; Fig. 2 is a diagrammatic view showjacent the ends of track section 3T for governing a control circuit network for the signals; Fig. ing trefiie movements in Opposite directions 0n 3 iS a diagrammatic view showing control cirtrack Z across the intersection of the two tracks.

cuits for a lockout stick relay for each signal; As here shown, each of these signals is of the 25 Fig. 4 is a diagrammaticview showing control sedreiliight type. but may be 0f any Other S11-itcircuits for an auxiliary stick relay for each of able design.

the intersecting tracks; and Fig. 5 is a diagram- Referring DOW t0 Fie. 2, eeen 0f the Signals matic view showing control circuits for a pershOWil in Figs- 1 and 2 COmlfJTiseS e member T 3o missive stick relay for each track, mounted to oscillate between two extreme posi- 30 Similar reference characters refer to` similar tiOrlS. and Controlled by e Winding 3 Si-'IOWII irl parts in each of the views. Fig. 2 and by a permanent magnet or an elec- In each of the views, the contacts operated by tromeenet. not shown. so that, when Winding the Various relays or other devices are identied iS energized. member 'i Wiii mOVe t0 One 0f its eX- by numbers, such numbers having distinguishing treme positions or the other according as wind- 35 prefixes from which they are separated by a dash ing 8 is erleigZed by Current 0i normal 01 rewhen the contactsare shown apart from the re- Verse polarity. Member is biased t0' a middle lay or other device by which they are operated. position in which it is shown in the drawings. The prefix for each of these contact numbers and which it occupies when winding 8 is decri- 40 comprises the reference character for the reergized. Member 1 carries three roundels G. R 4o spective relay or other device by which the assoand Y arranged to cooperate With a Signal iemp, ciated' contact is operated. For example, Contact shOWn in Fig. 2, designated by the reference Cher- AITRf-Z'I, shown in the control circuit for lamp acter E with a numerical prex corresponding IE in the upper left-hand corner of Fig. 2, is to the reference character of its signal, in such identified by the number 21 separated by a dash manner that when member l iS in the middle 45 from the prefix AITR, which is the reference position, roundel Ris in front of lamp E, whereas character for relay AITR by which this contact when member I is swung t0 the left 01 t0 the*v is operated. Similarly, contact I-2CR,28, right, roundel Y or roundel G, respectively, is shown adjacent contact AITR-Zl in the circuit placed in front of lampI E. As shown in the draw- `ior lamp IM in the upper left-hand corner of Fig. ings, lamp E is above the roundels, but the lamp 5o 2, is identied by the number 28 separated by a is placed in this location for purposes of illustradash from the prefix I--ZCR which is the reftion, and it is to be understood that in actual erence character for a time element device by practice the lamp is directly behind the roundcls. which this contact is operated. Each of the signals is also provided with a Referring first to Fig. 1, two intersecting railsecond lamp called a marker lamp, designated by 55 the reference character M with a prefix which comprises the reference character of its signal. Light from each marker lamp M is unaffected by the roundels G, R and Y of its signal.

Each of the signals operates a contact 9 which is closed when the member I occupies the R or Y position but is open when member 'I occupies the G position. Each of the signals also operates a contact I0 which is closed when the member 'I occupies the R or G position but is open When the member 1 occupies the Y position.

A signal of this type, without a marker lamp is disclosed and claimed in Letters Patent of the United States No. 1,864,224 granted to Wesley B. Wells on June 21, 1932, for Light signals.

Circuits are shown in Fig. 2 for energizing Winding 8 of each signal and for lighting each of the lamps E and M. Circuits are also shown in Fig. 2 for energizing a signal indication relay for each signal, designated by the reference character RGP with a prefix comprising the reference character of the associated signal.

In Fig. 3, pick-up and stick circuits are shown for energizing a lockout stick relay for each signal. Each of these relays is designated by the reference character GPS with a prex comprising the reference character for its signal.

Fig. 4 shows pick-up and stick circuits for an auxiliary stick relay I-ZSR for track X, and for an auxiliary stick relay 3-4SR for track Z.

In Fig. 5, pick-up and stick circuits are shown for a permissive stick relay I-ZCRS for track X, and for a permissive stick relay 3-4CRS for track Z. The pick-up circuit for relay I-ZCRS includes contact 86 of a manually controllable time element device which may be of the unlatched clockwork type. The pick-up circuit for stick relay 3-4CRS includes a contact of a similar time element device 3-4CR. Circuits are also shown in Fig. 5 for permissive control indication lamps I-ZK and 3-4K which are controlled by relays I-2CRS and 3--4CRS, respectively.

As shown in the drawings, all parts are in the normal condition, that is, each track section is unoccupied, and hence the track relays are energized; winding 8 of each signal is deenergized, and hence the member 'I of each signal is in its middle position; each signal lamp E and marker lamp M, and also each permissive indication lamp I-ZK and 3-4K is unlighted; each relay RGP and GPS is energized; and the relays I-ZSR, 34SR, I--2CRS and 3 4CRS are deenergized.

'I'he circuit by which relay IRGP is energized passes from terminal B of a suitable source of current, not shown in the drawings, through contacts 9 and I 0 of signal I, and the Winding of relay IRGP to terminal O of the same source of current. Relays ZRGP, SRGP, and 4RGP are energized by similar circuits controlled by contacts 9 and I0 of the corresponding signals.

A stick circuit for relay IGPS is closed, passing from terminal B, through contact IRGP-I I, contact I3 of relay IGPS, and the winding of relay IGPS to terminal O. Similar stick circuits are also closed for relays 2GPS, 3GPS and 4GPS.

In describing in detail the operation of the apparatus shown in the accompanying drawings, we shall :first assume that, with all parts in the normal condition as just described, a train on track X moving toward the right as shown in the drawings, which we shall assume is the eastbound direction, enters approach section AIT, thereby deenergizing track relay AITR. Relay AITR, upon becoming deenergized, permits its Contact AITR-21 to close, thereby completing a circuit including this contact for lighting lamp IE of signal I. At the same time, contact AITR39 completes a circuit for energizing winding 8 of signal I in the normal direction, this circuit passing from terminal B, through contacts 3'IR-3I, ITB- 32, 3 4CRS-33, GPS-34, 3GPS-35, 3-4CR--36, I-2SR-3'l, front point of contact A2TR 38, back point of contact APPR-39, contacts ZRGP-dl and I--2CRS-4I, winding 8 of signal I, and back point of contact I-2CRS-42 to terminal O.

With winding 8 of signal I energized by current of normal polarity, member 'I of signal I will move roundel G in front of lamp IE, and hence signal I Will now display the green or proceed indication. Member l, upon thus moving roundel G, opens Contact 9, thereby deenergizing relay IRGP.

Relay IRGP, upon becoming deenergized, permits its contact I RGP-II to open the stick circuit for relay IGPS, thereby causing relay IGPS to become deenergized. Upon the deenergization of relay IGPS, contact IGPS-49 of this relay, which is included in the circuits for windings 8 of signals 3 and 4, will open, thus preventing any possibility of signal 3 or signal 4 being operated if a train should enter section AST or A4T, respectively, while relay IGPS is deenergized.

When the train passes signal I and enters track section IT, contact ITE-32 of the track relay for this section will open the circuit previously traced for signal I, thereby causing winding 8 of signal I to become deenergized and member I of signal I to then return to its middle position.

With relay will be completed for auxiliary stick relay I-2SR, passing from terminal B, through contact I-2CR-1I, contact VFR-12, and the winding of relay I-ZSR to terminal O. Relay I-ZSR, upon becoming energized, opens its contact I-2SR-31 which is in the circuit for winding 8 of signal 2 as well as in the circuit previously traced for winding 8 of signal I, in order to prevent signal 2 from clearing when the train reccdes from the intersection through approach track section AZT.

When the train leaves section AIT, permitting relay AITR to again become energized, relay I GPS will become energized by a pick-up circuit passing from terminal B, through contacts IRGP-II, ITR-OII, AITR I2, and the Winding of relay IGPS to terminal O. Relay IGPS, upon becoming energized, closes its contact I3, thereby completing its stick circuit previously traced.

When the train enters section AZT, track relay AZTR will become deenergized, and a stick ciras section AIT becomes unoccupied by the rear end of the train this stick circuit passing from terminal B, through contact I-2CR'I, back point of Contact A2'IR`13, front point of contact AITR'I4, contact 15 of relay I-2SR, and the winding of relay I-ZSR to terminal O. Relay I,--2SRl will therefore be retained in the energized condition until the train leaves section AZTR unless, meanwhile, a following train enters section AIT.

Contact I-.2SRf-3'I would also prevent signal I from again clearing if the train, instead of proceeding on through section AZT, should back into section AIT. If the train should thus reverse its movement, a second stick-circuit would be completed for relay I-ZSR as soon as the train I TR, deenergized, a pick-up circuit Gil had entered section AIT and left section. A2T, this circuit passing from terminal B, through contact I-ZCRf-ll, front point of contact A2TRf-13, back point of contact AITRf-14, contact 15 of relay I-2SR, and the Winding of relay I--ZSR to terminal O. I

We shall next assume that all parts of the apparatus are again in the normal condition, and that another eastbound train enters section AIT but that, instead of proceeding past signal I, it stops in section AIT, causing signal I to continue to-display the green or proceed indication. We shall further assume that a northbound train s now arrives on section A4T of track Z, and that it is decidedto permit the train on track Z to proceed over the intersection before the train on track X does so.

A trainman or other authorized person will therefore Wind time element device 3-4CR.` At the beginning of this operation, contact 3-4CRf- 3E in the circuits for windings Bof signals I and 2 Will open, and contact 3--4CRf-'I'o` in the circuits for relay 3-4SR will also open. Upon the opening oi contact 3--4CR,-36, the indication of signal I will change from green or proceed to red or stop.

VWhen time element device 3-4CR is fully Wound, a pick-up circuit will be completed for relay 3--4CRS, passing from terminal B, through contacts 3TR-8I, ITR--82, 2RGP-B9, IRGP 90, I--ZCRf-SI, contact 92 of time element device 3-4CR, and the Winding of relay 3-4CRS to terminal O. This relay, upon becoming energized, completes its own stick circuit, which is the same as the pick-up circuit just traced, except including its contact 93 instead of contact 92 of time element device 3-4CR. With relay 3--4CRS energized, contact 3-4CRS--33 of this relay will open the circuits for windings 8 of signals I and 2 at a second point. Also, with relay 3--4CRS energized, permissive control indication lamp 3-4K will be lighted by its circuit Which includes Contact 94 of relay 3-4CRS- Time element device 3--4CR will now be permitted to unwind. Upon the lapse of a period of time after device 3--4CR starts to unwind, contact 3--4CR-I4 of this device Will close, thereby completing a second pick-up circuit for relay IGPS, passing from terminal B, through contacts IRGP-I I, 3-4CRS--OI2 and 3-4CR-I4, and the Winding of relay .IGPS to terminal O. Contact 3--4CR--I4 will again open before contacts 3--4CRf-36 and 3--4CR-16 close.

With relay IGPS energized, relay AIITR deenergized, and relay 3-4CRS energized, a circuit will now be complete for energizing Winding 8 of signal 4 by current of reverse polarity, this circuit passing from terminal B, through contacts 3TR-3I, ITB-32, I--2CRS--4L 2GPS-48, IGPS-49, I--2CRf-5, 3--4SR-5I, front point of contact ASTE-52, back point of contact A4TR-53, Contact 3RGP54, front point of contact 3--4CRS--5B, Winding 8 of signal 4, and the front point of contact 3-4CRS-55 to terminal O. With winding 8 of signal 4 thus energized by current of reverse polarity, member 1 of signal 4 will move roundel Y in front of signal lamp 4E. With signal 4 now indicating caution, contact Ill of this-signal will be open, causing signal indication relay 4RGP to be deenergized. With relay 4RGP deenergized, contact 4RGP-I5 of this relay will open the stick circuit for relay IIGPS, causing relay 4GPS to become deenergized. Relay 4GPS, upon becoming deenergized, permits its contact 4GPS--34 to open the circuits for signals I and 2 at another point. With signal 4 displaying a caution indication, the train may pass' this signal and proceed over the intersection, causing operation of various relays similarly to the manner in which the operation of similar relays is effected, as previously described, for a train moving over vtrack X.

We shall now assume that, after all parts of the apparatus have been again returned to the normal condition, an eastbound train again enters section AIT on track X, and that another train then enters section A4T on track Z, and that a trainman or other person Win-ds time element device 3--4CR in order to permit the train on track Z to proceed over the intersection ahead of the train on track X. We shall further assume that the mechanism of signal 4 fails to respond, and that member 'I of this signal therefore remains in the middle position. Relay 4RGP will therefore continue energized, and hence a circuit will now be complete for lighting marker lamp 4M, passing from terminal B, through contacts A4TR-43, 3-4CR--44, 3--4CRS--45, and 4RGP--4I, and lamp 4M to terminal O. With marker lamp 4M lighted, the trainmen of the train on track Z Will know that signals I and 2 for track X are indicating stop, and that it is safe for the train on track Z to proceed past signal 4 over the intersection.

From the operations just described, it will be understood that time element devices I---ZClt and 3--4CR can also be operated to condition the signals to permit reverse traffic movements on the corresponding tracks. If, for example, an eastbound train should pass through track sections AIT and IT and should then stop in section AZT, time element device I-ZCR could, if desired, be operated to condition signal 2 to permit the train to reverse its movement through sections IT and AIT. Similarly, if an eastbound train, after entering section IT, should, before going through section AZT, back up to signal I, time element device I-ZCR could be operated to condition signal I to again permit the train to continue movement in the eastbound direction.

We shall next assume that, after all parts of the apparatus have been again returned to the normal condition, an eastbound train again enters section AIT on track X, causing signal I to clear, and that a northbound train then enters section A4T on track Z. We shall also assume that track relay ITR becomes momentarily falsely deenergized before the train on track X reaches signal I, such deenergization of track relay ITR causing signal I to change to the stop indication. Relay IRGP will then close its contact IRGP-I I in the pick-up circuit first traced for relay IGPS, "and contact ITR-OII in this circuit will also be closed on account of the false deenergization of relay ITR. Contact AITR-I2 is, however, open on account of the train on section AIT, and therefore prevents energization of relay IGPS, which, if it occurred, would create a dangerous condition by permitting signal 4 to clear without sufficient delay after signal I is changed to the stop indication by the momentary false deenergization of relay ITR..

We shall now assume that all parts of the apparatus are again returned to the normal condition and that an east-bound train again enters section AIT, causing signal I to clear, and that a northbound train then enters section A4T. We shall also assume that track relay AITR becomes falsely energized While the eastbound train is on section AIT and before it reaches signal I, thereby causing signal I to change to the stop indication. Contacts AITR-l2 and lRGP--II are therefore closed in the pick-up circuit rst traced for relay IGPS, but contact ITR-Ol I in this circuit is still open, thereby preventing energization of relay I GPS, which, if it occurred at this time, would permit signal 4 to clear without safe delay after signal I is changed to the stop indication.

From the foregoing description and the accompanying drawings, it follows that, in apparatus embodying our invention for the control of trafc movements over track intersections, each signal will normally display a proceed indication for a train approaching the intersection. If a train stops before passing the signal, thereby retaining the proceed indication of the signal, a manually controllable time element device can be operated to change the indication displayed by the signal from proceed to stop, and to change the indication displayed by a signal for an intersecting track from stop to caution when a train on the intersecting track arrives on a corresponding approach section. If the mechanism of the signal for the intersecting track should fail to respond and indicate caution at this time, a marker lamp for the signal for the intersecting track will become lighted, thus indicating to the trainmen of the train on the intersecting track that it is safe to proceed over the intersection although the signal is not displaying either the yellow or the green indication. By operation of a time element device, each signal can also be conditioned to permit reverse traic movements or to permit a resumption of tralc movement in a given direction after a reverse traiiic movement.

Although we have herein shown and described only one form of railway signaling embodying our invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of our invention.

Having thus described our invention, what we claim is:

1. In combination, two intersecting railway tracks, a signal for each of said tracks capable of displaying a stop indication as well as a iirst or a second or a third indication for directing traiiic movements across the intersection of said tracks, means controlled by a train approaching each of said signals for controlling the corresponding signal to display said first indication, and manually controllable means for each of said tracks for at times restoring the corresponding signal from said rst indication to said stop indication and for then controlling the signal for the other intersecting track to display said second indication when a. train approaches the signal for said other intersecting track or for controlling the signal for said other intersecting track to display said third indication if it should fail to display said second indication.

2. In combination, two intersecting railway tracks, a signal for each of said tracks capable of displaying a stop indication as Well as a first or a second indication for directing traiiic movements across the intersection of said tracks, means controlled by a train approaching each of said signals for controlling the corresponding signal to display said first indication, and manually controllable means for each of said tracks for at times restoring the corresponding signal from said iirst indication to said stop indication and for then controlling the signal for the other intersecting track to display said second indication when a of displaying a stop indication as well as a ilrst means controlled by a train approaching each of said signals for controlling the corresponding signal to display said first indication, and a manually controllable time element device for each of said tracks for at times restoring the corresponding signal from said iirst indication to said stop indication and for then controlling the signal for the other intersecting track to display said second indication upon the lapse of a measafter the beginning of an operation of said time element device during which a train approaches the signal for said other intersecting track.

4. In combination, two intersecting railway tracks, asignal for each of said tracks having a red indication as well as a green indication and a yellow indication and also a marker indication, means controlled by a train approaching each of said signals for displaying the green indication oi' the corresponding signal, and manually controllable means for each of said tracks for at times changing from the green to the red indication of the corresponding signal and for then displaying the yellow indication of the signal for the other intersecting track when a train appreaches the signal for said other intersecting track or for displaying the marker indication of the signal for said other intersecting track if the yellow indication is not displayed.

5. In combination, two intersecting railway tracks, a signal for each of said tracks having a red indication as well as a green indication and a yellow indication, means controlled by a train approaching each of said signals for displaying the green indication of the corresponding signal, and manually controllable means for each of said tracks for at times changing from the green to the red indication of the corresponding signal and for then displaying the yellow indication of the signal for the other intersecting track when a train approaches the signal for said other intersecting track.

6. In combination, two intersecting railway tracks, a signal for each of said tracks having a red indication as well as a green indication and a yellow indication, means controlled by a train approaching each oi said signals for displaying the green indication of the corresponding signal, and a manually controllable time element device for each of said tracks for at times changing from the green to the red indication of the corresponding signal and for then displaying the yellow indication of the signal for the other intersecting track upon the lapse of a measured period of time after the beginning of a given operation of said time element device when a train approaches the signal for said other intersecting track.

'7. In combination, two intersecting railway tracks, a signal for each of said tracks for each direction of traffic movements for governing trafiic movements across the intersection of said tracks, a lockout stick relay for each of said signals, a pick-up circuit for each of said lockout stick relays closed only when its signal indicates stop and only when the associated track is unoccupied for a given distance in the rear of its signal, a stick circuit for each of said lockout stick 5, eating stop, a proceed relays closed only when its signal indicates stop, an auxiliary stick relay for each of said tracks, a pick-up circuit for each of said auxiliary stick relays closed only When the associated track is occupied between its signals at said intersection, stick circuits for each of said auxiliary stick relays each closed only when the associated track is occupied within a given distance in the rear of one of its signals but unoccupied Within a given distance in the rear of its other signal, and a control circuit for each of said signals controlled by a back contact of the auxiliary stick relay for the associated track and by front contacts of the lockout stick relays for the signals for the intersecting track.

8. In combination, tWo intersecting railway tracks, a signal for each of said tracks for each direction of trarlic movements for governing trafc movements across the intersection of said tracks, a lockout stick relay for each of said signals, a manually controllable time element device for each of said tracks each having a normally open contact and having a normally closed contact which opens when said time element device is operated to close said normally open contact and which again closes upon the lapse of a measured period of time after said normally open contact again opens, a second normally open contact of said time element device which closes after said first normally open contact becomes opened and Which opens before said normally closed contact becomes closed, a pick-up circuit for each of said lockout stick relays closed only when its signal indicates stop and controlled by the second normally open contact of the time element device for the intersecting track, a stick circuit for each of said lockout stick relays closed only when its signal indicates stop, a permissive stick relay for each of said tracks, a pick-up circuit for each of said permissive stick relays controlled by the first normally open contact of the time element device for its track, a stick circuit for each of said permissive stick relays closed only when the signals for the intersecting track are indicontrol circuit for each of said signals controlled by back contacts of both permissive stick relays and by front contacts of the lockout stick relays for the signals for the intersecting track and also controlled by the normally closed contact of the time element device for the intersecting track, and a caution control circuit for each of said signals Which is controlled similarly to its proceed control circuit except that it is controlled by a front contact instead of by a back contact of the permissive control relay for its track.

9. In combination, two intersecting railway tracks, a signal for each of said tracks for governing traiiic movements toward the intersection of said tracks, a lockout stick relay for each of said signals, a manually controllable time element device for each of said tracks, a circuit responsive to an operation of each of said time element devices for energizing the lockout relay for a signal for the intersecting track if the signal for the intersecting track is indicating stop, a`

circuit for retaining each lockout stick relay in the energized condition as long as its signal continues to indicate stop, a permissive stick relay for each of said tracks, a circuit responsive to an operation of each of said time element devices for energizing the permissive stick relay for the corresponding track if the signal for the intersecting track is indicating stop, a circuit for retaining each of said permissive stick relays in the i energized condition if the signal for the intersecting track continues to indicate stop, a proceed control circuit for each of said signals controlled by back contacts of both permissive stick relays and by a front contact of the lockout stick relay for the signal for the intersecting track and also controlled by the time element device for the intersecting track in its normal position, and a caution control circuit for each of said signals controlled similarly to the proceed control circuit except controlled by a front contact of the permissive stick relay for its track.

EARL M. ALLEN. HENRY S. YOUNG. 

